GT-SUITE V 6.1

GT-SUITE V6.1 Released

The more significant new features are listed below (a more comprehensive listing of GT-SUITE V6.1 features can be found in the Release Notes section in the GT-ISE/GT-POST User's Manual):

GT-SUITE (all six applications: GT-POWER, GT-FUEL, GT-COOL, GT-DRIVE, GT-VTRAIN, GT-CRANK)

"DOE" capability has been introduced. DOE (Design of Experiments) simulations can be set up in GT-ISE using a new wizard. The user has a choice of methods: Full-factorial, D-Optimal, Latin Hypercube, Box and Draper or User method. The main use of this option is for generation of input data for a new optimization technique described below. In addition, the DOE option is very useful for generating large tables of calibration data or data to train neural networks for other applications such as mean-value cylinder.
Powerful "surface fitting" optimization technique has been added, which is built into GT-ISE. It starts with the results of the DOE simulation. The optimization post-processor fits a "hyper-surface" to the results of the DOE simulation. It includes visualization tools and "goodness of fit" methods to quantify and optimize the fit. The fitted surface can be used to quickly find the values of independent variables that produce optimal results of any one or more RLT variable. A Constraint feature is available to eliminate operating conditions that violate a specified criterion such as maximum cylinder pressure. Optimums can be determined either case-by-case or by using a weighted average for all cases in a sweep (for design parameters such as pipe length that must have a fixed value for all operating conditions).
Distributed computing facility introduces a new feature to divide the many cases of a simulation, submit them to different processors, and then automatically combine them back together into a regular output file when the simulations on all processor nodes are complete. The division of cases uses a sophisticated load-balancing algorithm to divide the cases taking into account processor speed of the computers, processor availability, and case size. The distribution server which accomplishes this task allows all users to submit simulations to a central point, allowing for the most efficient use of the available licenses.
GT-SUITE "Integrated Simulation" enhanced. With each release of GT-SUITE, the individual products of GT-SUITE (GT-POWER, GT-FUEL, GT-COOL, GT-VTRAIN, GT-CRANK, and GT-DRIVE) become more powerful and more user friendly, but at the same time they have become more and more integrated. In V6.0, all products ran from the same solver executable file, sharing all libraries. In V6.1 this effort continues with the introduction of two new project types: GT-SUITE/flow and GT-SUITE/mech.
Neural network feature for use with mean value cylinder modeling and other multi-dimensional lookups. It is excellent for use in controls modeling, as it allows models to run much faster.
Socket style coupling between GT-SUITE and CFD codes (STAR-CD, FLUENT, and FIRE) for improved cross-platform compatibility.
Resizeable executable: User can optionally increase number of allowed parts, objects, plots, etc. and allocate memory dynamically for large models while substantially reducing the memory consumption for more typical simulations.

GT-ISE USER INTERFACE

Math Formulas are now allowed in Case Setup: With them, a given parameter may be made dependent on other parameters or values from previous cases.
Internal subassemblies: User can import an external sub-assembly and convert it into an internal one with a click. Also, a convenient single-click export in the other direction is now available.
External subassemblies have improved handling: When simulation runs, external subassemblies are now automatically imported into the main input file for improved validation and error checking. This approach makes post-processing of external subassemblies seamless and convenient.
Signal monitors can be launched during a simulation from any part to monitor live predictions, either time-based or RLTs. (This is in addition to the existing monitor set up from a template done before the simulation is started.)

GT-POST USER INTERFACE

Import test cell data into GT-POST: EXCEL and ASCII files may be read and plotted directly as implicit data without literal import of data (MS EXCEL is not actually used, but the EXCEL files are read directly). This means that these plots will automatically update when the EXCEL or ASCII files are updated (i.e. when the test is rerun). Furthermore, the Change Data Source command, which allows groups of data sets to be copied, replaced, or deleted automatically for very rapid plotting, is now available for ASCII and EXCEL in addition to GT-SUITE output files.
User-defined output tables (in open format, HTML and PDF): New Table capabilities allow users to create tables from scratch from a mixture of RLT variables, and external data. All standard macro capabilities previously available for plots are now available for tables, including Change Data Source, Case Combine, and the Math Operations. These tables can be viewed in GT-POST, or can be exported in HTML and/or PDF format for distribution or for inclusion in reports.
Math Operations greatly improved: New wizard for more intuitive use; more elegant architecture for handling multiple data sets with different math functions in the same plot; new functions like percent difference, ratio, and a feature to "merge" two datasets together.

GT-POWER

3-D discretization tool, a product primarily aimed at importing intake/exhaust manifolds and discretizing them into pipes and flowsplits. It has capabilities to visualize, characterize (i.e. extract dimensions), and discretize the geometry. The tool is CAD-based and has capabilities to import standard files (STL format).
Conversion of detailed engine models into rapidly-executing models. There is a great need for rapidly-executing accurate engine models for control system and vehicle integration applications. V6.1 contains a methodology to produce such models from the standard GT-POWER detailed models. This is a semi-automatic process which calibrates neural networks for use in the rapid models.
Burn rate (heat release) from test-cell pressure. A new two-zone procedure has been developed which is totally compatible with GT-POWER solution methodology, producing precise burn-rate profiles. It can read cylinder pressure data from test cell records, process them into burn rates, and merge these into the predictive calculations.
KIVA 3V (3-D CFD) in GT-POWER. KIVA 3V is now fully integrated into GT-POWER, together with the diesel combustion models developed by University of Wisconsin's Engine Research Center (ERC). The purpose is to provide more accurate predictions of diesel combustion. The KIVA calculations operate only during the period when the valves are closed, which allows an easy mesh generation, and fast execution. The mesh generation is completely automated. The result is a 3-D CFD calculation with the ease of use of a 1-D simulation. This KIVA capability dovetails with the newly available integrated solution of GT-POWER + GT-FUEL, which can be used for a combined analysis of interactions between injection and combustion.
Linear acoustics solver. GT-POWER has always contained acoustic capabilities for non-linear analysis. V6.1 complements that with a new linear acoustic solver for linear analysis of systems and linear characterizations of non-linear solutions to make impedance boundaries. With this new capability, a user can build a manifold model in GT-ISE and perform both linear and non-linear acoustic analyses as well as engine simulations with the same model, thus resulting in substantial saving in engineering time versus using separate programs.
'EngCylTWallSoln' wall temperature solver has been improved. Allows non-axisymmetric liner cooling, and includes FE model of cylinder ports. In addition, it is coupled to the new very general thermal library. This model is now shared by GT-POWER and GT-COOL, for consistent engine warm-up analysis.
Hydrocarbon model, taking into account crevice volume and kinetic effects
Cycle-skipping option for thermal warm-up studies.
VT-Design interactive graphical tool available in GT-POWER (see details in a section below).

GT-FUEL

Faster and more robust solution. The integration scheme has been refined. Also, a new method was introduced for handling of compressible liquids, especially under cavitating conditions. These changes resulted in faster simulation time and greatly improved stability, which benefit practically all typical simulations.
GT-FUEL/ GT-POWER integrated simulation. Users can now run integrated simulation of fuel injection and engine systems with predictive combustion model. The fuel injection system may be connected directly to engine cylinder. The predicted injection information (injection pressure, injection rate and velocity) will be communicated to the cylinder and the cylinder pressure will be used for the boundary conditions to the injection system. This feature will eliminate the laborious, error-prone, task of transferring injection results to engine performance models. This task could be especially tedious in transient simulations. With this new feature users can capture the cross-talk between injection and engine systems and conduct multi-variate optimization of parameters that belong to the separate subsystems.
Cavitating nozzle model. A new connection (InjNozzConn) was introduced to model the effect of cavitation in injection nozzle on nozzle-out injection quantities. The model calculates discharge coefficients for both cavitating and non-cavitating conditions. The user also has the option of utilizing external injection nozzle models. This external model may either be user-implemented or may come from a library of virtual nozzles supplied by an injection system manufacturer. This virtual nozzle library has the advantage of providing detailed, higher-fidelity, injection information, for example, the injection rate from individual injection hole. This level of injection information will be appropriately used in integrated simulations with GT-POWER, especially when the in-cylinder flow, combustion & emissions are modeled using KIVA-3V.

GT-COOL

Improved correlation for Nusselt number in heat exchangers. The Nusselt number correlation reference object (HxNuMap) has been modified to allow for laminar, transition, and turbulent regions in the power-law dependence on Reynolds number. The new formula can significanly improve the fit to experimental data.
Thermal (heat conduction) modeling & coupling to GT-POWER. A new set of higher-level thermal components were introduced which allow modeling of heat transfer in in-cylinder components with the same level of detail and accuracy as in GT-POWER. This is in fact accomplished through the same detailed, parametric FE models of in-cylinder components available in GT-POWER. In GT-COOL, these components can be thermally linked to various coolant and oil circuits, and also to thermal (FE) models of other parts of the engine (block, manifolds, crankshaft etc.). The new components also allow coupling to GT-POWER in one of two ways. First, gas side thermal boundary conditions obtained from a previously run GT-POWER simulation can be automatically applied in a GT-COOL simulation, through proper referencing of the GT-POWER output database. Second, a fully coupled GT-POWER/GT-COOL simulation may be run in a GT-SUITE/flow project, in which the engine performance, engine structural heat conduction and coolant & oil flow and heat transfer are all simultaneously solved for, with all the implied interactions between these subsystems.
Operating points plot for heat exchangers shows how the heat exchanger is utilized.

GT-DRIVE

Fuel cell model. This new component models a fuel cell electrochemically. The model can be linked with the Battery and to the Motor/Generator components in GT-DRIVE to model hybrid drivelines utilizing fuel cells. The open circuit voltage based on electrochemistry is calculated from properties of the fuel , while activation, mass transport and ohmic losses are calculated using table/map-based inputs. Electrical, control and thermal/cooling and control subsystems can also be modeled using GT-SUITE Control and Thermal library elements.
Torque converter lockup control. This control object automates and facilitates specification of the logic that controls lockup of torque converters. It allows users to specify load-dependent threshold speeds for locking and unlocking the lockup clutch for the torque converter, separately for each gear, the most commonly employed strategy. Load, speed, lockup state, gear number and gear shift status are also used as control inputs for the logic.
Planetary gear set. This object models kinematics and dynamics of a planetary gear set. It has three ports corresponding to the sun, ring and carrier gears of a planetary gear set and can be used to kinematically link three inertias together by connecting them to these ports. Two of the speeds are known and the model solves for the speed of the third inertia. Conversely, one (input) torque is known and the model will calculate the (output) torque loads on the two other inertias, in effect "splitting" the torque. This object is useful in modeling certain parallel HEV drivelines and in modeling of automatic transmissions.
Engine model heat rejection. New "thermal" ports have been added to the map-based engine model used in GT-DRIVE, which pass cylinder heat rejection and frictional heat as boundary conditions to a thermal model and to the cooling system. Such model may be constructed using elements of the GT-SUITE thermal library. This gives GT-DRIVE the ability to predict engine/drivetrain thermal states, and to use these thermal states to dynamically affect other submodels.
IMEP-dependent engine maps. Map-based engine model maps that are speed and load dependent may now have the load dependence on IMEP, as an alternative to BMEP. Previously only BMEP-dependent maps could be specified.

GT-VTRAIN

Geartrain dynamics. Models details of dynamics of valvetrain gear drives, and of general-purpose geartrains. The model accounts for the kinematics of gear tooth contacts, multiple tooth contacts and non-linear gear mesh stiffness, as well as gear support stiffness and gears center motions.
Chain and belt drive dynamics. Dynamics of chain drives can also be modeled. They are modeled in full detail, with 3 degrees of freedom per link or sprocket. Details of chain-sprocket contact geometry and kinematics are fully accounted for, as well as the effect of sprocket vibrations. One or two-sided guides of arbitrary shape, as well as (sliding or pivoting) mechanical or hydraulic tensioners are also modeled.
VTdesign (Valvetrain Design Tool). Rigid, quasi-static analysis of a valvetrain mechanism can now be carried out in the graphical environment of VTdesign. Calculates forces, torques, stresses, contact quantities (hertz stress, contact geometry, oil film thickness) assuming ideal kinematic motions, for a user-specifiable speed sweep. It can be used to quickly characterize the range of a valvetrain and predicting separation speeds.

GT-CRANK

Crankshaft torsional analysis (time domain). Torsional vibrations of crankshafts can be analyzed to predict their response to pressure and inertia loads for a given engine speed and load condition or for any transient. A lumped model is used for the solution, placing inertias as journals, webs and crankpins. The equivalent length technique is used to apportion stiffness and stiffness of webs is calculated using the B.I.C.E.R.A scheme. The torsional analysis calculations are coupled to all other GT-CRANK predictions, such as unbalanced force/moment calculations, block vibrations etc.
Crankshaft torsional analysis (frequency domain). Frequency domain torsional analysis mode for crankshafts, activated by a simple switch and carried out as a pre-processing step prior to time domain analysis. This mode uses the same technique as the time domain solution, to characterize and discretize crankshaft stiffness and inertia.
GT-CRANK/GT-VTRAIN integration (GT-SUITE/mech). A new project type (GT-SUITE/mech) was introduced, which allows the building and simulation of combined GT-CRANK and GT-VTRAIN model, i.e. integrating cranktrain and valvetrain dynamics. Cranktrain and valvetrain models may be linked through a simple kinematic gear ratio, or through a detailed model of a gear, belt or chain drive.

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GT-SUITE v 7.0